Car roof



June 9, 1931.` w. D. THOMPSON 1,808,872

CAR RooF Filed'sept. 21, 1925 4 sheets-sheet 1 w "8 R1 *X Y Q8 N HR WQQ' \N S T; l f8 Q @nucl/Ufo@ ZmMm/m 8 asm. Wm Afm/4J MM l'fofzneagoJune 9, 1931. w. D. THOMPSON 1,808,872y

CAR ROOF.

Filed sept. 21, 1925 4 sheets-sheet 2 `lune 9, 1931. w. n. THOMPSON GARROOF Filed sept. 21, 1925 sheets-sheet 5 @gli jrmaww /vulw June 9, 1931.

v w. D. THOMPSON CAR ROOF Filed Sept. 2l, 1925 4 Sheets-Sheet 4 PatentedJune 9, 1931 UNITED. STATES PATENT OFFICE WILLIAM: D. THOMPSON, OFDETROIT, MICHIGAN, ASSIG-NOR, BY MESNE ASSIGNMENTS, TO HUTCHINS CARROOFING COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF DELAWARE CARROOF

Appiication sled september 21, 1925. serial No. 57,73o.'

In the present state of the art roof constructions for railway freightcars are of great variety. This is partly due to difthe dimensions aswell as to make various changes in the car frames; Due to suchconditionsand also to the fact that cars of every make travel in alldirections and over all the various railway lines, great difficulty isexperienced in making necessary repairs. Thus, if a car having the roofof some specific design is in need of repairs, it may be necessary tosend to a distant point for necessary repair parts and during all thistime the car is out of service. This also makes it necessary for therailway shops to hold in stock a large number and variety of repairparts that they may be available when needed.

It is the object of the present invention to overcome the difficultiesas above set forth by providing a standardized construction of roofwhich i-s adjustable so as to be universally applicable to all varietiesand sizes of railway freight cars now in general use.

It is a further object to construct such roof of comparatively fewelements which are standardized in form and dimensions. The inventiontherefore consists in the construction as hereinafter set forth.

In the drawings;

Figure 1 is a cross section through a portion of a car on one side ofthe ridge to which my improved roof is applied.

Figure 2 is a similar view showing the same roof applied to a car ofdifferent dimensions.

Figure 3 is a plan view of the construction shown in Figure 2.

Figures 4 and 5 are enlarged views of portions of Figure l.

Figure 6 is a section taken on line 6 6 of Figure 3 slightly modified inconstruction.

Figure 7 is a section similar to Figure 4 showing a slightly modifiedconstruction.

Figure 8 is a section on line 8-8 of Figure 7 Figure 9 is a section online 9-9 of Figure 7 Figures 10, 11 and 12 are views similar to Figures4 and 7 showing still other modifications.

Figures 13 and 14 illustrate a modified construction showing adju-stment at the eaves for different widths of cars.

As has been stated, railway freight box cars are of a great variety butall have the elements of first, side plates extending longitudinally ofthe car at the top of the side walls; second', carlines extendingtransversely between the side plates, and third, usually but not always,purlines extending longitudinally of the car at a plurality of points inthe length of the carlines. With certain types of roofs the roofingsheets are arranged between carlines and consequently must correspond inwidth to the spaces between said carlines. Such construction is notsuitable for universal application for there is no standardized spacingof carlines in car construction Where the roof is formed of metal sheetsit is customary to run these sheets either from ridge to eaves 'orcompletely across from eaves to eaves. Neither of these types asheretofore constructed is suitable for universal application for thereis no standard width of car bodies. With flexible car'roofs it is usualto provide for independent movement of the adjacent sheets with weatherproong means Vbetween said sheets permitting such movement. However, theclearanceprovided is only sufi'icient to take care of the'movementincident toydistortions in the car frame and will not provide for anychange in area to be covered.

Vith my improved construction the roof is formed of separate series ofroofing sheets on opposite sides of the ridge together with weatherproofing means at ridge and eaves such as to permit of relativeadjustment of said sheets for various widths of car bodies. The roof isalso designed to be placed above the carlines so as to be independent ofany particular spacing of such carlines. There is also provision forweather proofing between the side edges of adjacent sheets and forsecurely holding said sheets down upon the roof frame withoutinterfering with the adjustment for different widths of cars.

As specifically illustrated in Figures 1 and turn-bend S, S.

3 A are side plates of the car frame. B are carlines of any suitableconstruction and of any spacing which extend between the side plates Aand together therewith form the roof frame. C is a ridge purline and Done or more intermediate purlines arranged above and secured to thecarlines B. These may either be a part of the original roof frame or ifnot may be supplied before mounting my improved roof upon the frame.

The roof proper comprises roofing sheets E which are of standard formand dimensions. In length these sheets are such as to extend from'sideplate to ridge of cars of minimum width but will extend only a part ofsuch distance with cars of greater width. As shown in Figure 9 thesheets are panned and have marginal portions F at their opposite sidesraised slightly above the main portion and provided with upstandingflanges G terminating in laterally extending flanges H. The sheets E aresupported upon the purlines D, ridge C and side plates A, the tops ofall of which members are in a common plane. Between the plates arearranged mullions J secured to the purlines, side plates and ridgepreferably of such thickness that the `flanges I-I of the sheets restthereon. K are weather proofing caps embracing the mullions J and theupstanding flanges of the sheets, said caps being of a lengthcorresponding to that of the sheets. Y

The construction as thus far described may be applied to any car framewithout regard to its type or dimensions. It is necessary, however, thatthe area covered should correspond to the dimensions of the car framewhich necessitates an adjustment either at the ridge or eaves.Preferablyv this adjustment is made at the ridge and to this end theridge caps L are of sufhcient width to provide for the maximum variationin width in of the junction caps passing downwardv through the ridgepurline forms a securing means therefor and for also holding downthecaps K and L at the ridge.

To weather proof at the eaves the sheets E are fashioned for engagementwith lashings preferably by the provision of the double re- The latterforms an outwardly opening pocket inl which the flashing T extends, saidflashing being also provided with a return bent portion T. The flashingT is secured to the fascia U preferably by the bolts U and thus servesnot only as a weather proofing means but also a means for limitingoutward movement of the sheets at the eaves. The caps K are preferablyprovided at their outer ends with the return bent flanges K andflashings V between the adjacent lashings T serve to complete theweather proofing of the joint.

To complete the holding down of the roof the caps K are securelyfastened to the roof frame. This is preferably accomplished by a pin lVwhich is riveted to and depends from the cap K passing through anaperture W in the mullion and having a portion W2 reduced in diameterpivotally engaging a plate 73 and secured by a nut W4 and washer W5. Theplate W3 is anchored to a member X which extends between adjacentcarlines and is bolted or otherwise secured thereto. Such anchorage isindependent of any particular construction of side plate or of carlinesand will exactly locate the pivot pin W in relation to the eaves.

With the construction as described, it will be understood that all ofthe metallic elements may be standardized as to formand dimensions andmay be held in stock in the various car building and repair shops. Inapplying the roof to cars, the only variation is in the relativeadjustment of these elements and in the construction of the roofsupporting frame to which they are applied. Such variations are easilymade in any shop and consequently the standard roof may be applied toany type or size of car, also repairs can be quickly made and as thereare no special parts which are not held in stock, the cars do not remainlong'out of service.

To compensate for variation in length of cars it may be necessary toalter the width of the end sheets. This, however, is easily accomplishedas theend sheets are provided with `down-turned flanges and sheets ofstandard width may be easily altered bythe re-bending of this flange.

s In some cases of extremely narrow widths of cars the standard sheetsmay be longer than the distance between the ridge and sides of the car.In such event, by increasing the thickness of the fascia the eaves endsof said sheets will 'lie inside of the outer facing of the same and willthus be protected.

Where the width of the car is such that the inner ends of the sheets donot' extend to the ridge purline, I provide an auxiliary support for thesame and this preferably comprises brackets Y which .mayk be secured tothe ridge ypurline and to the intermediatepurline in the central line ofeachsheet, said brackets having depending socketportions Y Yforreceiving a wooden supporting strip Z. The strip Z may thus bepositioned withoutregard to the spacing between the carlines beingarranged at the center of each sheet and thereby affording propersupport therefor.

From the above it is obvious that my improved roof is applicable to allthe various constructions of cars which are now in use but in thedrawings I have illustrated its application to only a view of thedifferent constructions. Thus, as shown in Figure 1, the side plates Aand carlines B are formed of wood as was the practicewith the older typeof car body construction.

Figures 2 and 8 show channel shaped carlines B having depressed portionsB2 for receiving the purlines D.

Figure 6 shows the supporting strip Z for the upper portions of thesheets as morticed into the purline D and ridge purline C.

Figures 4; and 7 show constructions of extremely narrow body in which itis necessary to build out the sides by an extra thick fascia U therebyavoiding any overlapping of the sides of the car by the roofing sheets.

Figure 10 shows a metallic Z bar side plate A having a built-up woodenportion A2 for supporting the eaves ends of the sheets.

Figure 11 shows an angle bar side plate A3 with a flange member A4secured to1 and depending therefrom to afford a connection for thefascia U2.

Figure 12 shows a. construction for extremely wide cars where it isnecessary to cut away the upper ends of the sheathing` 1 so that thefascia 2 may be attached directly to the side plate A. The mullions arealso cut away at the eaves to form a recess 3 in which the return bentends of the sheets and the flashings may be located. rlhus, if the widthof the car is such that the sheets when adjusted outward to the limitwill not reach the plane of the sheathing, the recess 3 will provide forthe engagement of said sheets.

In the modified construction shown in Figures 13 and 14 the adjustmentfor different widths of cars is made at the eaves instead of at theridge. This is accomplished by lengthening the pocket formed by thereturn bend S sufliciently so that the distance which the flashing T canbe adjusted therein is equal to one-half of the difference between thewidth of the narrowest and widest cars in general use on standard gaugetracks. The construction is otherwise similar to that which has beenpreviously described. Figure 13 shows the roof as adjusted for thewidest cars and Figure 14 as adjusted for the narrowest cars.

The specific constructions which have just been described do not formthe sub-ject matter of the present invention but merely serve toillustrate its range of application.

What I claim as my invention is:

1. A universal car roof applicable to all variations in size and type offreight cars in general use on standard gauge tracks comprising a sheetintermediate the ridge and the eaves panned to form a continuousupstanding flange along its sides and across its ridge end, a ashingforming a Weatherproof joint with the lower end of said sheet, and aridge cap overlapping the upper end of said sheet and bearing on thebottom of the pan to form a weatherproof joint, the overlap beingvariable dependent upon the width of the cars and permitting adjustmentto correspond to maximum and minimum widths.

2. A universal car roof applicable to all variations in size and type offreight cars in general use on standard gauge tracks comprising a sheetintermediate the ridge and the eaves having continuous weather proofingmeans along its sides and across its ridge end, a flashing forming aweatherproof joint with the lower end of said sheet, and a ridge capoverlapping the upper end of said sheet and bearing thereon to form aweatherproof joint, the overlap being variable dependent upon the Widthof the cars and permitting adjustment to correspond to maximum andminimum widths.

3. A universal car roof applicable to all variations in size and type offreight cars in general use on standard gauge tracks, comprising a sheetintermediate the ridge and the eaves having continuous weatherproofingmeans along its sides and across its ridge end, a flashing forming aweatherproof joint with the lower end of said sheet, and a ridge capoverlapping the upper end of said sheet means along the side edgesthereof and acrossone end, a cooperating member overlapping said end ofthe sheet to form a weatherproof joint, the lap between said sheet andcooperating member being variable to extend or contract the width of theroof to a degree corresponding to the difference between maximum andminimum width of such cars, while maintaining said overlappedweatherproof joint in all positions of adjustment, and means tocooperate with the weatherproong means at the edges of the sheet to forma continuous weatherproof joint at the edges of the sheet from end toend irrespective of adjustment of the sheet and cooperating member withrespect to one another.

In testimony whereof I affix my signature.

WILLIAM D. THOMPSON.

